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10
Feb
Feb
Tech Spotlight
Melling Oil Pump Upgrade Guide for LS
The factory LS oil pump suffers from cavitation above 6,200 RPM, which results in a drop in oil flow of nearly 1 GPM by 7,000 RPM, as well as introducing aeration into the oil. This can lead to oiling-related issues throughout the engine. Upgrading the oil pump is recommended any time there is cause to remove the front timing cover in order to improve oiling. This is especially important when adding power and rpm to a given combination.
Note that several different late-model GM vehicles contain a secondary oil pressure relief valve in the oil pan. This is used to accommodate the OEM high-volume oil pump and the large swings in oil demands for engines equipped with VVT and AFM. This relief begins to open at about 55psi of oil pressure and can limit oil pressure seen with a higher pressure aftermarket pump. This relief can be eliminated with the oil pan removed from the vehicle by removing it and installing an M14x1.5. This is not required when upgrading the oil pump, and the benefits of an aftermarket pump can still be appreciated without removing the secondary pressure relief. Extreme RPM and horsepower applications should consider this modification to maximize oil pressure. We do not recommend removing this bypass for engines using the 10355 oil pump unless combined with additional bearing clearance.
MELLING 10295
Stock volume, high pressure. OEM (LS3) 6.8gpm volume, +10psi pressure.
This is an acceptable replacement for the OEM LS3 oil pump in stock and mild to moderate naturally aspirated applications with no additional oil system demands (larger cooler, increased bearing clearance, turbo, etc). This pump is not suitable for VVT applications.
- Red spring (installed) – 70psi bypass
- Optional Blue spring – 60 psi bypass
- Optional Silver “COPO” spring – 85psi bypass
MELLING 10296
High volume, high pressure. 8gpm volume, +10psi pressure. Requires 6+ quart oil sump capacity.
We recommend this pump as our “go-to” upgrade for the OEM LS3 oil pump in naturally aspirated and power adder applications. This pump can provide some added oil volume for added oiling system demands such as external coolers, larger bearing clearances, turbochargers, etc. The added volume is also a benefit in maintaining solid oiling with significantly increased RPM. This pump is not suitable for VVT applications.
- Red spring (installed) – 70psi bypass
- Optional Blue spring – 60 psi bypass
- Optional Silver “COPO” spring – 85psi bypass
MELLING 10355
High volume, high pressure. 9.5gpm volume, +10psi pressure. Suitable for VVT and AFM. Requires 6+ quart oil sump capacity.
We recommend this pump as an upgrade for the OEM LS3 oil pump in applications with added oiling system demands such as large external oil coolers, larger bearing clearances, turbochargers, etc. This is also the recommended oil pump for extreme (8000+) rpm applications. We recommend this pump as a replacement for the OEM L99 oil pump in all VVT applications.
- Orange spring (installed) – 70psi bypass
- Optional Yellow spring – 60 psi bypass
- Optional Green spring – 80psi bypass
QUESTIONS?
We recognize these are general suggestions. Want to know what we recommend for your specific build? Just press that “Questions? Ask Us?” button in the bottom right-hand corner, and we will get back to you ASAP!
Big confusion with the 10355 . I’m switching to a 10355HV from a 10355 .
10355 isn’t keeping up in my gen5 zl1 with PISTON OIL SQUIRTERS . Got my oil analysis back from black stone labs . Had alittle higher led content ,but no copper or tin ,so they weren’t sure to say if I had premature main bearing wear .
So I wanted to stay ahead of the curve and swap out the 10355 for the 10355HV .now I have 70psi at wot . A lot better than the 10355 that felt wasn’t keeping up with 52 psi .. take it for what it’s worth ,just sharing my experience.
You are correct, the 10355 would be the stock replacement for an LSA, and the 10355HV would be the upgrade option. As you noted, piston oil squirters demand an absolute TON of oil volume, and because of the way they operate (need to exceed a pressure threshold to open) they can really confuse folks that have good pressure at idle, but then less than expected when the revs are up. There are not a lot of applications for the huge volume the 10355HV, so it was not considered in this guide, but for an LSA with oil squirters it can make sense.
I see this thread is a bit dated but I have a question.
The LS3 engine with the Mellon pump 10296. I’ve read there’s been issue with blowing out stock oil sensors.
Do u have any recommendations??
I can’t say that I’ve seen it. We have a lot of customer than run that pump, and that’s not feedback I’ve heard. I run that pump in my personal LS3 equipped Camaro. I have the pan relief capped, and the COPO spring installed. I see 100PSI with the oil hot at 6800rpm, and it holds over 90psi from 4600-7800rpm. I’ve got the OEM sensor with 56k miles on it, and no issues.
getting prepared for a DOD/AFM & VVT delete. mods will be 6.2 6l80e, 4600 stall, Cold air intake, F35 cam, gm performance lifters. Pretty sure I need the 10296, but could I run the 10355? shift points will be set at 7000 on stock bottom end. turbo setup is in the later future, i’d rather buy once.
If it’s an 8qt pan, capped or not, you can get away with the 10355. On a 6qt pan we wouldn’t run the high-volume pumps unless you’ve got extra oil system on the combination (like a turbo or big cooler) that’s going to consume some of the volume. The 10296 is pretty well good for all but the highest demand applications, so that would be my go-to unless you’ve got really substantial external demands (twin turbos + a big cooler, something like that).
sounds like i’ll go with the 10296 then, i appreciate you guys!
I am wondering what oil pump I need to replace in my l96 gen 4 6.0L as I spun a bearing snd am getting the blocked machined and rebuilding it with a btr truck Norris cam should I got high volume high pressure since my bearings will be oversized
Probably. It’s a good question to discuss with your engine builder, as they should best understand exactly what they are doing for clearances and advise what you’ll need for oiling to support it. I shy away from the high volume pumps on the smaller 6qt truck pans unless needed, but with extra clearance it could be right in this case. If you were keeping the VVT then you’d definitely need to stick with the high volume pump, but I assume that camshaft deletes it. Too bad, VVT on a truck motor is awesome!
So I’m building a single turbo 6.0 and doing a dod delete..What oil pump would you recommend?? Thanks!!!
The 10296 has a mild volume increase which would likely cover the oiling needs for a single turbo. If you’ve got a 8qt or better pan, the 10355 provides some added volume – if you’re running a big oil cooler, bigger bearing clearances, etc, that additional volume would be beneficial.
Build ls3 stock heads int headers mild cam what oil pump balancing damper und10ud or stock diam. Please advise 👍
The 10296 is our go to pump as long as it’s got an 8qt oil pan. If it’s a 5-6qt pan I’d stick with the 10295. 10% underdrive is fine, frees up tiny bit of power.
Getting ready to do a dod/afm delete on a 2008 Pontiac g8 with the L76 6,0 L. What is a good oil pump for this motor, also blocking of valve in the oil pan too.
The L76 is equipped with AFM and the high volume oil pump from the factory, and so the 10355 would be an acceptable replacement for the factory pump.
Will the melling 10355 be ok on the- 6.0 – L76 alum block it has VVT
& AFM … IM KEEPING THE VVT PUTTING A PHASE LIMIT AND DOING A DELETE ON THE AFM .. IM GOING WITH THE GpI LLT2 – VVT
The L76 is not equipped with VVT in factory configuration – so be sure that you validate the specific model you have before deciding on a camshaft. The L76 is equipped with AFM and the high volume oil pump, and so the 10355 would be an acceptable replacement for the factory pump.
My ls3 is throwing a P0523 dtc, was wondering if I’m starving the engine of oil. Don’t know if you’ve experienced a car do this before and was wondering your opinion on what it could be. Thanks
More often than not this will likely be a sensor issue, although an oil pump failure is not unheard of. I would validate oil pressure with a mechanical gauge – if it’s present then likely just needs a sensor. If the pump is indeed bad, then you’ll need to replace that, and you’ll want to evaluate if any other engine damage occurred as a result of running without oil pressure.